JP4110048B2 - Actuator drive controller for active anti-vibration support device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention provides an active device including an actuator that suppresses transmission of engine vibration and a control unit that controls operation of the actuator based on engine vibration estimated from a crank pulse signal input at every predetermined rotation angle of the crankshaft. The present invention relates to an actuator drive control device for a mold vibration isolation support device.
[0002]
[Prior art]
The active vibration isolating support device described in the following patent document changes the spring constant by applying a current to the actuator to vibrate the movable member. The peak current value of the applied current for setting the spring constant and The relationship with the phase is stored as a map in advance, and the peak current value and the phase of the current to be applied to the actuator are obtained from the map according to the engine speed, so that the active protection can be performed in various engine speed ranges. The vibration support device is made to exhibit an effective vibration isolation function.
[0003]
[Patent Literature]
Japanese Patent Laid-Open No. 7-42783
[Problems to be solved by the invention]
By the way, in order to control the current supplied to the actuator of the active vibration isolating support device, it is necessary to estimate the engine vibration. This engine vibration is caused by the crank pulse signal output by the crank pulse sensor at every predetermined rotation angle of the crankshaft. It can be calculated from the time interval, that is, the fluctuation of the rotational speed of the crankshaft. The crank pulse signal is input from the engine ECU that controls the engine to the active vibration isolation support device ECU that controls the active vibration isolation support device. If the operation is interrupted, there is a problem that it becomes impossible to control the actuator of the active vibration isolating support device.
[0005]
The present invention has been made in view of the above circumstances, and it is an object of the present invention to continue the control of the actuator of the active vibration isolating support device without any trouble even when the crank pulse signal for estimating the engine vibration is interrupted. And
[0006]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, an engine vibration estimated from an actuator that suppresses transmission of engine vibration and a crank pulse signal input at every predetermined rotation angle of the crankshaft. And an actuator drive control device for an active vibration isolating support device comprising a control means for controlling the operation of the actuator on the basis of the engine rotation speed when the input of the crank pulse signal is interrupted. An actuator drive control device for an active vibration isolating support device is proposed, which controls the operation of the actuator based on engine vibration estimated from a map set based on intake negative pressure .
[0007]
According to the above configuration, the operation of the actuator is controlled based on the engine vibration estimated from the crank pulse signal in the normal state, but is set based on the engine speed and the intake negative pressure when the input of the crank pulse signal is interrupted. Since the operation of the actuator is controlled based on the engine vibration estimated from the map, even if the crank pulse signal is interrupted, the control of the actuator of the active vibration isolation support device can be continued to ensure the vibration isolation function.
[0008]
The first electronic control unit U1 of the embodiment corresponds to the control means of the present invention, and the intake negative pressure of the embodiment corresponds to the engine load of the present invention.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0010]
1 to 6 show an embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an active vibration isolating support device, FIG. 2 is a sectional view taken along line 2-2 in FIG. 1, and FIG. FIG. 4 is an enlarged view of the main part of FIG. 1, FIG. 5 is a flowchart for explaining the control method of the active vibration isolating support device, and FIG. 6 is an amplitude of engine vibration from the intake negative pressure and the engine speed. It is a map to search for.
[0011]
The active vibration isolation support device M shown in FIGS. 1 to 4 is for elastically supporting the engine E of the automobile on the vehicle body frame F, and the first electronic control for controlling the active vibration isolation support device M is shown. A second electronic control unit U2 that controls the engine E is connected to the unit U1. A crank pulse signal, a cylinder signal, and an intake negative pressure signal are input from the second electronic control unit U2 to the first electronic control unit U1. The crank pulse signal is output, for example, 24 times per rotation of the crankshaft of the engine E, that is, once every 15 ° of the crank angle. The cylinder signal is output at the top dead center of each cylinder, and the engine speed can be calculated from the time interval.
[0012]
The active vibration isolating support device M has a substantially axisymmetric structure with respect to the axis L, and has an inner cylinder 12 welded to a plate-like mounting bracket 11 coupled to the engine E, and an outer periphery of the inner cylinder 12. The outer cylinder 13 is coaxially arranged, and the upper and lower ends of the first elastic body 14 made of thick rubber are joined to the inner cylinder 12 and the outer cylinder 13 by vulcanization adhesion. A disc-shaped first orifice forming member 15 having an opening 15b in the center, a second orifice forming member 16 having a bowl-shaped cross section with an open upper surface and formed in an annular shape, and a bowl shape having the same upper surface opened The third orifice forming member 17 having an annular shape and formed in an annular shape is integrated by welding, and the outer circumferences of the first orifice forming member 15 and the second orifice forming member 16 are overlapped to form the outer cylinder. 13 is fixed to a caulking fixing portion 13a provided at a lower portion.
[0013]
The outer periphery of the second elastic body 18 formed of film-like rubber is fixed to the inner periphery of the third orifice forming member 17 by vulcanization adhesion, and is fixed to the inner periphery of the second elastic body 18 by vulcanization adhesion. The cap member 19 is fixed by press-fitting to the movable member 20 arranged on the axis L so as to be movable up and down. The outer periphery of the diaphragm 22 is fixed to the ring member 21 fixed to the caulking fixing portion 13a of the outer cylinder 13 by vulcanization bonding, and the cap member 23 fixed to the inner periphery of the diaphragm 22 by vulcanization bonding is the movable member. It is fixed to the member 20 by press fitting.
[0014]
Accordingly, the first liquid chamber 24 in which the liquid is sealed is defined between the first elastic body 14 and the second elastic body 18, and the second liquid chamber 25 in which the liquid is sealed between the second elastic body 18 and the diaphragm 22. Is partitioned. The first liquid chamber 24 and the second liquid chamber 25 communicate with each other through the upper orifice 26 and the lower orifice 27 formed by the first to third orifice forming members 15, 16, and 17.
[0015]
The upper orifice 26 is an annular passage formed between the first orifice forming member 15 and the second orifice forming member 16, and communicates with the first orifice forming member 15 on one side of a partition wall 26a provided in a part thereof. A hole 15a is formed, and a communication hole 16a is formed in the second orifice forming member 16 on the other side of the partition wall 26a. Accordingly, the upper orifice 26 is formed over a substantially one-round range from the communication hole 15a of the first orifice forming member 15 to the communication hole 16a of the second orifice forming member 16 (see FIG. 2).
[0016]
The lower orifice 27 is an annular passage formed between the second orifice forming member 16 and the third orifice forming member 17, and the second orifice forming member 16 is connected to the second orifice forming member 16 on one side of a partition wall 27a provided in a part thereof. A communication hole 16a is formed, and a communication hole 17a is formed in the third orifice forming member 17 on the other side of the partition wall 27a. Therefore, the lower orifice 27 is formed over a substantially one-round range from the communication hole 16a of the second orifice forming member 16 to the communication hole 17a of the third orifice forming member 17 (see FIG. 3).
[0017]
From the above, the first liquid chamber 24 and the second liquid chamber 25 communicate with each other by the upper orifice 26 and the lower orifice 27 connected in series.
[0018]
An annular mounting bracket 28 for fixing the active vibration isolating support device M to the vehicle body frame F is fixed to the caulking fixing portion 13 a of the outer cylinder 13. The movable member 20 is attached to the lower surface of the mounting bracket 28. An actuator housing 30 that constitutes the outline of the actuator 29 for driving is welded.
[0019]
A yoke 32 is fixed to the actuator housing 30, and a coil 34 wound around the bobbin 33 is accommodated in a space surrounded by the actuator housing 30 and the yoke 32. A bottomed cylindrical bearing 36 is fitted to the cylindrical portion 32a of the yoke 32 fitted to the inner periphery of the annular coil 34. A disk-shaped armature 38 facing the upper surface of the coil 34 is slidably supported on the inner peripheral surface of the actuator housing 30, and a step portion 38 a formed on the inner periphery of the armature 38 is engaged with the upper portion of the bearing 36. Match. The armature 38 is biased upward by a disc spring 42 disposed between the armature 38 and the upper surface of the bobbin 33, and is positioned by engaging with a locking portion 30 a provided in the actuator housing 30.
[0020]
A cylindrical slider 43 is slidably fitted to the inner periphery of the bearing 36, and a shaft portion 20 a extending downward from the movable member 20 loosely penetrates the upper bottom portion of the bearing 36 and is fixed inside the slider 43. Connected to the boss 44. A coil spring 41 is disposed between the upper bottom portion of the bearing 36 and the slider 43, and the bearing 36 is biased upward and the slider 43 is biased downward by the coil spring 41.
[0021]
When the coil 34 of the actuator 29 is in a demagnetized state, the elastic force of the coil spring 41 acts downward on the slider 43 slidably supported by the bearing 36 and is disposed between the bottom surface of the yoke 32. The spring force of the coil spring 45 is acting upward, and the slider 43 stops at a position where the spring forces of both the coil springs 41 and 45 are balanced. When the coil 34 is excited from this state and the armature 38 is attracted downward, the coil spring 41 is compressed by being pushed by the stepped portion 38a and sliding the bearing 36 downward. As a result, the elastic force of the coil spring 41 increases and the slider 43 descends while compressing the coil spring 45, so the movable member 20 connected to the slider 43 via the boss 44 and the shaft portion 20a descends, The second elastic body 18 connected to the movable member 20 is deformed downward and the volume of the first liquid chamber 24 is increased. Conversely, when the coil 34 is demagnetized, the movable member 20 rises, the second elastic body 18 is deformed upward, and the volume of the first liquid chamber 24 decreases.
[0022]
Thus, when low-frequency engine shake vibration occurs during the traveling of the automobile, the upper orifice 26 changes when the first elastic body 14 is deformed by the load input from the engine E and the volume of the first liquid chamber 24 changes. The liquid goes back and forth between the first liquid chamber 24 and the second liquid chamber 25 connected via the lower orifice 27. When the volume of the first liquid chamber 24 is enlarged / reduced, the volume of the second liquid chamber 25 is reduced / expanded accordingly, but the volume change of the second liquid chamber 25 is absorbed by the elastic deformation of the diaphragm 22. At this time, the shape and size of the upper orifice 26 and the lower orifice 27 and the spring constant of the first elastic body 14 are set so as to exhibit a low spring constant and a high damping force in the frequency region of the engine shake vibration. Vibration transmitted from the engine E to the vehicle body frame F can be effectively reduced.
[0023]
In the frequency region of the engine shake vibration, the actuator 29 is kept in an inoperative state.
[0024]
When vibration having a higher frequency than the engine shake vibration, that is, vibration during idling due to rotation of the crankshaft of engine E or vibration during cylinder deactivation occurs, the first liquid chamber 24 and the second liquid chamber 25 are connected. Since the liquid in the upper orifice 26 and the lower orifice 27 is in a stick state and cannot exhibit the anti-vibration function, the actuator 29 is driven to exhibit the anti-vibration function.
[0025]
In order to actuate the actuator 29 of the active vibration isolation support device M to exhibit the vibration isolation function, the first electronic control unit U1 receives a crank pulse signal, a cylinder signal or an intake negative pressure signal input from the second electronic control unit U2. The energization to the coil 34 is controlled based on the above.
[0026]
Next, the operation of the embodiment will be described based on the flowchart of FIG.
[0027]
First, if the crank pulse signal is normally input from the second electronic control unit U2 to the first electronic control unit U1 in step S1, the time interval of the crank pulse signal is calculated in step S2. In the next step S3, the crank angular speed ω is calculated by dividing the crank angle of 15 ° by the time interval of the crank pulse signal, and in step S4, the crank angular speed ω is time differentiated to calculate the crank angular acceleration dω / dt. In the following step S5, the torque Tq around the crankshaft of the engine E is set as I, and the inertia moment around the crankshaft of the engine E is set as I.
Tq = I × dω / dt
Calculate by This torque Tq is zero assuming that the crankshaft is rotating at a constant angular velocity ω, but in the expansion stroke, the angular velocity ω increases due to acceleration of the piston, and in the compression stroke, the angular velocity ω decreases due to deceleration of the piston. Since crank angular acceleration dω / dt is generated, torque Tq proportional to the crank angular acceleration dω / dt is generated.
[0028]
In the next step S6, the maximum value and the minimum value of the temporally adjacent torques are determined, and in step S7, the difference between the maximum value and the minimum value of the torque, that is, the active vibration isolating support device that supports the engine E as a torque fluctuation amount. The amplitude at the position of M is calculated. In step S8, the duty waveform of the current supplied to the coil 34 of the actuator 29 is determined from the amplitude. At this time, the timing (phase) for supplying the current is determined based on the cylinder signal.
[0029]
On the other hand, if the crank pulse signal is not normally input from the second electronic control unit U2 to the first electronic control unit U1 due to the failure of the crank pulse sensor or the disconnection of the signal line in step S1, the intake negative pressure is determined in step S9. The signal and the engine speed calculated from the cylinder signal are applied to the two-dimensional map of FIG. 6 to search for the amplitude at the position of the active vibration isolating support device M, and the coil 34 of the actuator 29 is determined from the amplitude in step S8. The duty waveform of the current to be supplied to is determined. The map is set so that the amplitude VAMP increases as the engine speed decreases and as the intake negative pressure decreases (closer to atmospheric pressure).
[0030]
As described above, even if the crank pulse signal is not input from the second electronic control unit U2 that controls the engine E to the first electronic control unit U1 that controls the active vibration isolation support device M, the crank pulse signal is used instead. By estimating the engine vibration from the intake negative pressure signal and the cylinder signal, the operation of the active vibration isolating support device M can be continued and the vibration isolating function can be exhibited.
[0031]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0032]
For example, the active vibration-proof support device M is not limited to a liquid-sealed device, and may use a piezo element .
[0033]
【The invention's effect】
As described above, according to the first aspect of the present invention, the operation of the actuator is controlled based on the engine vibration estimated from the crank pulse signal in the normal state, but the engine rotation is detected when the input of the crank pulse signal is interrupted. Because the actuator operation is controlled based on the engine vibration estimated from the map set based on the number and intake negative pressure, the control of the actuator of the active vibration isolating support device is continued even when the crank pulse signal is interrupted. Anti-vibration function can be secured.
[Brief description of the drawings]
1 is a longitudinal sectional view of an active vibration isolating support device. FIG. 2 is a sectional view taken along line 2-2 in FIG. 1. FIG. 3 is a sectional view taken along line 3-3 in FIG. FIG. 5 is a flowchart for explaining the control method of the active vibration isolating support device. FIG. 6 is a map for retrieving the amplitude of the engine vibration from the intake negative pressure and the engine speed.
E Engine U First electronic control unit (control means)
29 Actuator

Claims (1)

An actuator (29) for suppressing transmission of vibration of the engine (E);
Control means (U1) for controlling the operation of the actuator (29) based on the engine vibration estimated from the crank pulse signal input at every predetermined rotation angle of the crankshaft;
An actuator drive control device for an active vibration isolating support device comprising:
The control means (U1) controls the operation of the actuator (29) based on the engine vibration estimated from the map set based on the engine speed and the intake negative pressure when the input of the crank pulse signal is interrupted. An actuator drive control device for an active vibration isolating support device.

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